Wheel suspension for motor vehicles



Filed Jan. 27, 1349 E. s. M PHERSON 2,660,449

Nov. 24, 1953 WHEEL SUSPENSION FOR MOTOR VEHICLES 3 Sheets-Sheet l 4 '0 as 13 15 3 I 6 /3 I T1 24 J34 a7 2 g E v 6/ I 62 I l l 5 2 4a i 13/- g /l fl o a 77 7 /1 j m I 68 l\ f i 9 l; 7 6 e2 as 4: .97 ESMAC/ HERSON fibV TOR. By Q 5m 9m ATTORNEYS NOV- 2 1 5 E. s M PHERSO N WHEEL SUSPENSION FOR MOTOR VEHICLES Filed Jan. 27, 1949 3 Sheets-Sheet 2 ESMA CPHERSON '1 ENTOR. 8/ 7770480 Z]: a: 6 BY I ATTORNEYS Nov. 24, 1953 Filed Jan. 27, 1949 E. s. M PHERsoN WHEEL SUSPENSION FOR MOTOR VEHICLES 3 Sheets-Sheet 5 551/144 0 PHERSO/V INVENTOR.

ATTORNEYS Patented Nov. 24, 1953 WHEEL SUSPENSION FOR MOTOR VEHICLES Earle S. MacPherson, Detroit, Mich., assignor to Ford Motor Company, Dearborn, Mich., a corporation of Delaware Application January 27, 1949, Serial No. 73,044

1 This invention relates generally to motor vehicles and more particularly to a wheel suspension for motor vehicles.

An object of the present invention is to provide a wheel suspension system for independently suspending the road wheels of a motor vehicle in such manner as to provide improved ride char-- acteristics. While the features of the construction are particularly adapted for the front wheel suspension of motor vehicles of the type having an integral frame and bodystructure, many of the features may also be used with rear wheel suspensions and with vehicles having the usual separate frame and body assemblies. A further object is to provide a suspension which is unusually light in weight and in which a consider able saving in cost is made by the elimination of many conventional suspension parts and as semblies. This is accomplished by combining a number of the functions of the suspension system. For example, a stabilizer bar is provided which not only serves to effect transverse stability in the usual manner but also forms part of they wheel supporting and guiding structure, eliminating the need for separate assemblies therefor. Likewise, a sturdy direct acting tubular shock absorber forms part of the Wheel supporting and guiding structure, combining several functions into a single assembly. These and other advantageous features of the present invention result in a simplified, light weight and economical wheel suspension having very desirable ride and performance characteristics.

The foregoing and other advantages will be made more apparent as this description proceeds, particularly when considered in connection with the accompanying drawings, wherein:

Figure 1 is a plan view of the forward portion of the chassis of a motor vehicle constructed in accordance with the present invention, with certain parts thereof broken away and in section.

Figure 2 is a side elevation of the forward portion of the motor vehicle shown in Figure l, with part of the front fender and hood broken away, and with the left front wheel in phantom, to illustrate a portion of the front wheel suspension and the integral frame and body construction.

Figure 3 is a transverse cross sectional view taken substantially on the plane indicated by the line 33 of Figure 2.

Figures 4 and 5 are enlarged cross sectional views taken substantially on the planes indicated by the lines 4-4 and 5-5 respectively of Figure 1.

For the purposes of the present invention it will not be necessary to describe in detail the entire 6 Claims. (Cl. 280-962) structure of the unitary body and frame of the vehicle. The forward portions thereof, however, will be briefly described since the independent suspension system for the front wheels is supported upon this structure.

Referring now more particularly to the drawings, a tubular cross member [0 extends transversely of the vehicle slightly rearwardly of the center line of the two front wheels, and comprises a horizontal straight center section II and upwardly inclined end sections l2- A pair of longitudinally extending channel shaped side members l3 and I4 extend over the end sections [2 of the tubular cross member H and are secured thereto by bolts [6. The open sides of the channel shaped side members I 3 and [4 are closed by sheet metal side panels I! extending generally vertically and longitudinally of the vehicle and welded at their lower edges to the side members. Forwardly of the tubular cross member Hi, the side members I3 and 14 are joined together by a channel shaped front cross member l8. The front cross member l8 faces forwardly, and the open side thereof is closed by a sheet metal front panel is which is welded thereto. As best seen in Figure 1, the base or rearward flange 2! of the front cross member I8 is cut away adjacent each end as at 22, to permit the end portions 23 of the upper and lower legs of the channel to extend above and below the side members l3 and I4. The flanges 23 are welded to the side members, and in addition the front cross member I 8 and the side members l3 and H! are further strengthened and joined together by means of brackets 24 which are bolted to the front cross member and also to the side members. The brackets 24 also serve to support a portion of the suspension system for the front wheels, and will be described more in detail a er.

-As will be seen from an examination of Figure 2, the front sheet metal panel [9 is located immediately adjacent the rearward side of a conventional radiator 25 and is formed with an opening 26 therein to permit air for cooling purposes to be drawn through the radiator. At the rearward end of the engine compartment, a transverse generally vertically extending sheet metal cowl panel 2! is provided. The two side panels H, the front panel I 9, and the cowl panel 21 are welded or otherwise secured to each other along their adjacent edges to form a generally box-shaped enclosure for the engine compartment of the vehicle. This box section is further reinforced by the side members l3 and l 4 and also by braces 28 and 29 which extend between the side members and the shown) to completely enclose the forward portion of the vehicle.

Each longitudinally extending sheet metal side panel I! is bowed inwardly in transverse alignment with the center line of the front wheels to form a vertically extending outwardly facing pocket 32 to provide clearance for a:- portion. of

' the front wheel suspension and to strengthen the side panel. As best shown in Figure 3, atit's upper edge the side panel I! is bent outwardly to form a generally horizontally-P extending flange 33' secured at its forward and rearward ends-to the front-panel l9- and the cowl panel 28: respectively; In. the region of the pocket 32", the horizontal: flange 33 is provided with a circular opening 34'. to: receive an inverted cup-shaped member 36 suitably supported therein. Additional support is provided by boltingthe portion of the member 36 protruding upwardly through the opening 34 to ahorizontal reinforcing plate 31. In addition, theouter portion of the member 36' is supported and tiedintothe side panel I! by means-of a U-shaped' sheet metal bracket 38- enclosing the upper portion" of the pocket 32 formed in the side panel.

Having now briefly described the forward por tion of the integral frame and body-construction, the front wheel suspension system mounted thereon will now be described, and since-the twosides of the vehicle are symmetrical insofar as the wheel suspension is concerned, only the sus-- pension for the left front wheel will be described in detail.

Referring now to Figure 3, it will be seen that each front wheel 4| is generally of conventional construction and is journaled upon a wheel spindle 42. A wheel supporting bracket 43 is bolted to the inner flange of the wheel spindle, and is in the form of a relatively heavy vertically extending platehaving side and bottom flanges 44' and 46 integrally formed therewith.

Each front wheel is independently suspended for rising and falling movement with respect to the vehicle and is also mounted for pivotal movement about a generally vertical axis to permit the front wheels to be turned to steer the vehicle. Each front wheel is provided with a transversesuspension arm 41. The inner end of each transverse suspension arm is universally mounted upon the tubular cross member ID by means of a conventional ball and socket joint 48, the socket 45 thereof being provided at the end of thesuspension arm and the ball f being integrally formed at the forward end of a bolt 52'extending through and secured to thetubular cross member l0. Near its outer end the suspensionarm-fl is provided with an enlarged boss 53 merging into a short integral flange 54 forming an extension of the suspension arm. This flange is provided with a vertical bore through which extends a bolt 56 formed with a ball at its lower extremity for cooperation with a socket 51 carried by the bottom flange 46 of the wheel supporting bracket 43. This ball and socket joint, indicated generally by the reference character 58, provides a universal connection between the transverse suspension arm and the lower portion of the wheel supporting bracket. -A rubber bumper 59 is carried at the outer end of the tubular cross member 10 in vertical alignment with the suspension arm 41 to limit the upward travel of the latter.

Longitudinal movement of the outer end of the suspension arm 41, and accordingly the lower end of the wheelsupporting bracket 43, is controlled by means of a stabilizer bar indicated generally by the reference character 6|. As best seen in Figure 1, the stabilizer bar has a central transversely extendingstraight portion 62 and integral thrust arms 63 extending diagonally rearweirdly; therefrom and terminating in short longitud'inally-extending end portions 64. Each end portion is threaded and extends through a pair ofrubber bushings 65 mounted in a bore 66 formedin the boss 53 of the transverse suspension-arm; and is rigidly clamped thereto by means of nuts 31 provided at opposite sides of the boss 53.

Means are provided for mounting the stabilizer bar 6! for pivotal movement about the transverse axis of the-straight central portion 62 of the bar. As previously mentioned, the front cross member I8 and the side frame members l3 and M are tied together by brackets 24. Referring to Figures 1, 2 and 4, each bracket 24 is generally U- shaped with its open side facing forwardly and with its outer side wall 68 secured to the adjacent channel shaped side member by means of bolts 69 and nuts ll. The bolts 69 extend through spacers l2 separating and strengthening the box section formed by the channel shaped side mem ber 14 and the side panel IT. A gasket 13 separates the side wall of the bracket from the side member M to eliminate noise.

In a similar manner the rear wall 14 of the bracket 24 is secured to the front cross member I8 by means of bolts 16 and nuts 11. The lower portions of the side walls of the channel shaped bracket 24 are apertured at 78 to receive a sleeve 13 which is welded therein. A pair of flanged rubber bushings 8! are received within the sleeve I9 and a stub shaft 82 extends through the rubber bushings, the latter being clamped together between the enlarged flange 83 of the shaft and a washer 84 by means of a nut 86 threaded upon the end of the shaft. A swinging arm 81 is carried at the extending end of the stub shaft 82 between the flange 83 and the peened over end 88 of the shaft. It will be apparent that the swinging arm 81 is thus mounted for pivotal movement about the axis of the stub shaft 82.

As best seen in Figures 2 and 5, the swinging arm 81' extends rearwardly and is formed with a groove 89 for receiving the thrust arm 63 of the stabilizer bar 6|. A rib 9| is provided opposite the groove 89 to strengthen the swinging arm. A pair of U-shaped shackle bolts 92 encircle the arm 63 of the stabilizer bar and clamp the latter rigidly to the swinging arm 81, nuts 93 being used for this purpose.

From the foregoing it will be seen that the transverse suspension arm 41 and the thrust arm 63 of the stabilizer bar cooperate to guide and support the lower end of the wheel supporting bracket 43. It will be noted that the transverse axis of the straight central portion 82 of the stabilizer bar isaxially aligned with the stub shafts 82 carried by the brackets 24 so that the stabilizer bar is mounted for pivotal movement about this axis. During rising and falling movement of the front wheel, the outer end of the transverse suspension arm 41 necessarily moves in an are about the axis of the central portion of the stabilizer bar. The resulting fore and aft movement of the outer end of the suspension arm 41, as well as its vertical swinging movement, is permitted by the ball and socket joint t8 at the inner end of the suspension arm. The ball and socket joint 58 between the outer end of the suspension arm and the bottom flange 46 of the wheel supporting bracket 43 accommodate the vertical wheel movement, and also permit the wheel to be turned about a generally vertical axis to steer the vehicle.

Figures 2 and 3 best illustrate the telescoping strut assembly extending vertically from the top of the wheel supporting bracket 43 and serving not only to guide and support the latter but also to provide for turning the front wheel to steer the vehicle. This assembly also includes a coil spring and shock absorber to control the wheel movement.

Reference character 96 indicates a direct acting tubular type shock absorber which is generally similar in construction and operation to conventional shock absorbers now in common use on motor vehicles. The present shock absorber is, however,- of considerably heavier and sturdier construction since in addition to performing the usual functions of a shock absorber it serves as a telescoping strut supporting and guiding the wheel. The shock absorber includes an outer reservoir tube 91 and a concentric inner pressure tube 98 forming a fluid reservoir therebetween. A valved piston 99 carried at the lower end of a piston rod IEiI is slideabiy mounted in the pressure tube 98 and valves the fluid between the fluid chambers above and below the piston to dampen shocks in the usual manner. At the lower end of the pressure tube a conventional relief valve (not shown) permits flow of fluid between the pressure tube and the reservoir tube to accommodate the displacement of fluid by the piston rod and to replenish lost fluid.

The lower end of the shock absorber is mounted in a tubular support I02, preferably in the form of a casting, which has an integral flange 203 rigidly bolted to the upper portion of the wheel supporting bracket 43. The upper ends of the reservoir and pressure tubes 91 and 98 are so shaped as to cooperate with each other to form a spherical housing I04 for the spherical bearing IE5. A bushing I! is mounted within the spherical bearing and slideably receives the piston rod NH. The spherical bearing is thus self-= aligning to accommodate for manufacturing variations and to provide a smooth running fit.

A collar I08 is welded to the reservoir tube 91 near its upper end and in turn supports the lower spring pan W9. A coil spring HI extends beend of the'boot is held between the upper spring pan H2 and a bell shaped retainer I21. Just above the point of connection of the boot to the reservoir tube 91, the latter is provided with a port or spring I28 for the passage of fluid between the interior of the reservoir tube and the interior of the boot.

The steering linkage for the front wheels is I generally conventional, with the exception of the shanks of the steering tween the lower spring pan its and an upper spring pan I I2 which is clamped between a. shoulder H3 on the piston rod and the inner race II4 of a thrust bearing I It. A nut H1 is threaded on the upper end of the piston rod IEII to clamp the parts together. The outer race II 3 of the thrust bearing is received within an annular rubber mounting H9 of the shear type. The rubber mounting is bonded to the outer race and also to a sleeve IZI pressed within the upper cap I22, the latter in turn being bolted to the upper wall of the cap 35 and to the horizontal plate 3? of the body by means of bolts I23.

Mounted concentrically within the coil spring I I! is a boot I24 of oil resistant synthetic rubber. The lower end of the boot is secured by a clamp I 2% to the reservoir tube while the upper method of attaching the steering arms to the front wheel supporting brackets. As shown in Figure l, the pitman arm I3I from the steering gear (not shown) is joined to an idler arm I32 by a tie rod I33. Drag links I3 3 are universally connected at their inner ends to intermediate points on the tie rod I33 and at their outer ends are pivotally connected to the rearward end of steering arms I36. The shanks I31 of the steering arms are tapered and are received in aligned holes formed in the opposite side flanges 44 of the wheel supporting brackets 43. The tapered arms are then welded to the bracket flanges.

It will be seen that the lower portion of each wheel supporting bracket 43 is guided in its vertical movement relative to the vehicle by means of the transverse suspension arm '57 and the rearwardly extending thrust arm 63 of the stabilizer bar til. The transverse suspension arm takes the transverse loads from the front wheel while the trust arm 63 takes the longitudinal loads. The stabilizer bar 6| thus not only forms part of the supporting and guiding means for the wheel but in addition functions as a torsion stabilizer bar to transmit vertical movement of one wheel through the bar to the wheel on the opposite side of the vehicle. During stabilization the thrust arms serve as lever arms for the straight central portion 62 of the stabilizer bar to place the central portion in torsion. The need for a separate stabilizer bar is thus eliminated, resulting in a simplification of the wheel suspension system and reducing the cost thereof.

The upper portion of each wheel supporting bracket 43 is guided and supported by the vertical strut assembly previously described. The shock absorber 96 is constructed sufficiently strong to perform not only the usual function of a shock absorber but also to serve as part of the wheel supporting structure. Since the reservoir and pressure tubes 97 and 98 are rigidly mounted upon the wheel supporting bracket l3 while the piston rod Iti is operatively connected to the integral frame and body assembly, a vertically extensible and contractible strut is provided which guides and supports the wheel, while at the same time performing the functions of the conventional shock absorber. This dual function is accomplished without the necessity of providing additonal parts and hence results in a saving of labor and materials.

The thrust bearing IIE rotatably connects the upper end of the piston rod to the unitary frame and body assembly to take vertical thrust while permitting turning of the wheel to steer the vehicle. Transmission of excessive vibration and sound from the road wheels to the body is prevented by the rubber shear mounting H9 which also serve to accommodate slight angular movement of the strut assembly. In addition, the thrust arms 33 of the stabilizer bar are also insulated from the frame and body by the rubber bushings in the pivotal connection between the brackets 24 and the swinging arms 8! which carry the thrust arms 83.

7 Due to the fact that the thrust bearingis l cated n a ativ ly h gh position, he c an e in caster and camber during vertical movement of the front wheels is minimized.

It will be understood that the, invention is not to be limited to the exact construction shown and described, but that various changes and modifications may be made without departing from the spirit and scope of the invention, as defined in the appended claims.

, The word frame as used in the appended claims refers to any structural part or parts of the sprung portion of a motor vehicle, whether the latter be of the type having a unitary frame and body structure or a separate frame and body joined together after being sub-assembled.

What is claimed is:

1. In a vehicle having a pair of laterally spaced wheel assemblies upon which a frame is spring supported, said frame having longitudinally side frame members interconnected by a cross frame member located in the zone of said wheel assemblies and a front cross frame member spaced longitudinally forwardly of said first mentioned cross frame member, a pair of suspension arms each universally mounted upon said first mentioned cross frame member at spaced points intermediate said side frame members and each extending transversely outwardly to a wheel as sembly, a pair of downwardly depending brackets each located at the junction between said front cross frame member and one of said frame members and rigidly secured thereto, a swinging arm pivotally mounted upon the lower portion of each of said downwardly depending brackets, and a stabilizer bar having a transversely extending straight central portion axially aligned with the axesof the pivotal comiections between said swinging arms and said brackets, said stabilizer bar having side thrust arms integrally formed with said central portion and extending diagonally rearwardly therefrom, means clamping said thrust arms to said swinging arms, means connecting the rearward ends of said thrust arms to said suspension arms at points immediately adjacent the points of connection of said suspension arms to said wheel assemblies, and suspension means connected between said frame and said wheel assemblies to support said frame and guide, said wheels in a generally vertical direction, said suspension means being connected to said Wheel assemblies above the points of connection of said suspension arms to said wheel assemblies and being connected to said frame at a point above the connection to said wheel assemblies.

2. In a vehicle having a frame, a pair of road wheels on opposite sides of said frame, a pair of generally transversely extending suspension arms each supporting one road wheel at its outer end and having its inner end universally connected at a single point to said frame to control the transverse location of the wheel during its rising and falling movement, the connection between each of said arms and said frame comprising a ball joint having one element thereof connected to said frame and the other element thereof connected to the inner end of said arm, a'stabilizer bar extending generally transversely of said frame and mounted thereon for pivotal movement about a transverse horizontal axis, the opposite ends of said stabilizer bar being operatively connected to said road wheels to control the longitudinal position of said wheels during their rising and falling movements, and suspen- 51911. means connected etween; said fram and. said road wheels to guide the latter in a gen-- erally v rtical dir t n, aid susp nsion means. being connected to said road wheels above the points of connection of said suspension arms to said road wheels and being connected to said frame at a point above the connection to said wheel assemblies.

3. In a vehicle having a pair of laterally spaced wheel assemblies upon which a frame is spring supported, a pair of suspension arms each uni? versally mounted at their inner ends and extending transversely outwardly to a corresponding wheel assembly, a pair of downwardly depending brackets secured at transversely spaced points to said frame, a swinging arm pivotally mounted upon the lower portion of each of said downwardly depending brackets, and a stabilizer barhaving a transversely extending straight central portion axially aligned with the axis of the pivotal connections between said swinging arms and said brackets, said stabilizer bar having side thrust arms integrally formed with said central portion and extending diagonally therefrom, means clamping said thrust arms to said swinging arms, means connecting the free ends of said thrust arms to said suspension arms at points closely adjacent the points of connection of said suspension arms to said wheel assembly, and suspension means connected between said frame and said wheel assemblies to support said frame and guide said wheels in a generally vertical direction, said suspension means bein connected to said wheel assemblies above the points of connection of said suspension arms to said wheel assemblies and being connected to said frame at a point above the connection to said wheel assemblies.

4. In a vehicle having a pair of laterally spaced Wheel assemblies upon which a frame is spring supported, a pair of generally transversely extending suspension arms each connected at its outer end to a wheel assembly, a pair of ball joints each having one element thereof connected to said frame and the other element thereof con.- nected to the inner end of one of said suspension arms, and a one piece stabilizer bar mounted upon said frame for pivotal movement about a transverse horizontal axis longitudinally spaced from said suspension arms, said stabilizer bar having integral thrust arms at opposite sides of the vehicle extending generally diagonally with respect to said transverse horizontal axis and each directly connected to one of said wheel assemblies to take substantially the entire longitudinal thrust from said wheel assemblies.

5. In a vehicle having a frame, a pair of road wheels mounted on wheel spindles at opposite sides of said frame, a generally vertically extending wheel supporting bracket carried by each of said Wheel spindles, a pair of vertically extending direct acting tubular shock absorbers each connected at one end to the adjacent wheel supporting bracket and at its opposite end to said frame and transmitting vertical thrust from the adjacent road wheel to the frame as well as guiding the adjacent wheel in a predetermined vertical path, a pair of suspension arms each extending transversely outwardly from said frame to one of said road wheels and having a universal connection at its inner end with said frame and a universal connection at its outer end with the adjacent wheel supporting bracket, and a stabilizer bar mounted on said frame for pivotal movement about a transverse horizontal axis,

said stabilizer bar having integralthrust arms extending generally longitudinally of the vehicle and each connected at its free end to the adjacent suspension arm adjacent the universal connection of the latter to the adjacent wheel supporting bracket to transmit longitudinal thrust from said road wheel to said frame, the connection between each thrust arm of the stabilizer bar and the adjacent suspension arm including a resilient bushing to accommodate relative angular movement between said arms.

6. In a vehicle having a pair of laterally spaced wheel assemblies upon which a frame is spring supported, a pair of generally transversely extending suspension arms each universally connected at its inner end to said frame and universally connected at its outer end to a wheel assembly to take lateral thrust from said wheel assembly without taking any of the longitudinal thrust therefrom, and a stabilizer bar having a transversely extending straight central portion and integral thrust arms at opposite ends of the straight central portion extending generally diagonally rearwardly with respect to said straight portion, said stabilizer bar being mounted upon said frame for pivotal movement about a transverse horizontal axis longitudinally spaced forwardly from said suspension arms and substantially coinciding with the axis of the straight central portion of the bar, the free ends of the diagonally extending thrust arms of the stabilizer bar being fixed longitudinally with respect to the suspension arms adjacent the connections of the latter to said wheel assemblies to control the longitudinal positions of said wheel assemblies during their rising and falling movements relative to said frame and to take substantially the entire longitudinal thrust from said wheel assemblies.

E. S. MAcPHERSO-N.

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